Frame for internal-combustion engines.



LA VERNE W, NOYES. FRAME FOR INTERNAL COMBUSTION mamas.

EEPLIGATION FILED JUNE 4, 1909.

fitented @6 3. 12, 1999.

3 SHEETS-SHEET l.

LA VERNE F NOYES.

FBABZIE FGR INTERNAL COMBUSTION Ell GENES.

AZPLIGATIOH FILED mm 4, 190a.

Patented m. 12,1909.

- 3 SEBETS-SHBBT 3.

LA VERNE W, NGYES, OF GHICAGD, ILLINOIS.

FRAlvIE FOR INTEBNAL-CGMBUSTION ENGINES.

Specification of Letters Extent.

Patented @ct. i2, toes.

Application filed .Tune 4, faorial 'I-Ko. 509,167.

To all whom may concern:

Be it known that I, LA VERNE W; NOYES,

a citizen of the United States, residing at.

Chicago, in the county of Cook and State of Illinois, have invented certain new and useful Improvements in Frames for Internal-Combustion Engines, of Wl'aich the tollowing'is a specification.

The present invention is not concerned with the moving, cooperating, Working parts of the engine but relates exclusively to the frame by which said parts are carri d.

The object of the invention is to provide a frame, of simple and durable construction, having and containing i ithin itsel in co1upact form and arrangement, all of the parts orelements that accessory to afford support and beari. for do moviup parts.

To this end the inv st-ion consists in the features of 11 volt that are hereinafter described with reference to the accompanying drawings which form part of this epoch cation and in which;

Figure 1 is a side elevation partly in section of an engine frame embodying the invention. Fig. 2 is it-plan view thereof. Fig. 3 is a rear elevation thereof with bearings for the crank shaft removed.

A represents the oylinder'atone end of WlllCll and in internal communication therewith is a substantially rectangular coinbustion chamber 7 The combustion chamber has at top an opening-b for communism tion with the exhaust valve casing C. It also has at the bottom, an opening 23 for communication with the inlet valve-casing D. It also has at one sidean opening, I) for the admission of theelements. or members of the sparking or igriiting device into the combustion chamber, the opening 1/ "be ing normally closed by a cap plate. The cylinder has the customarycircumferential ribs or which afford eiitended radiating surfaces. Projecting downward from one of these ribs is a web a having" a foot a adapted to bear on any suitable support and perforated for the passage of anchor b0lts.

Joining the web a and extending rear- Ward therefrom, and also joining the undcrside of thecylinder and its ribs a is a web E, the' rear end of which joins a tubular portion F, which is located below the cvliuder and extends transversely thereof. This tubular portion affords a bearing for the shaft of the driven gear" wheel. I At one side of the cylinder it pro ects a considerable distance and joined at one side taugeutially, by a substantially vertical web (1' by which it is braced and strengthened.

The upper pcu'tion of the Web G is slightly deflected from a vertical plane, as shown at g, and the deflected portion joins the lower side of a tubular portion H, which is located above the cylinder'and extends transvmrsel\ thereof, providing a bearing for the canishaft. This tubular cam-shaft bearing, also projects a considerable distance on one side 0; the cylinder and is, of course, b Med and strengthened b o-the Web G-c.

tending u Word from one of the ribs of tile 0 odor is a web I which joins and supoorts a tubular portion J which, of course is located above the eivlinder and is disposed transversely thereto. This tubular portion provides a bearing for the valve-lever-sha'ft, and, in addition to the Web I, the tubular portion is braced by a strut I. It is also additionally braced by a hollow inclined part K, although this is not a primary furiotion of the part K. It is hollow and i". for the purpose of providing a duct for supplying a lubricant to the interior the cylinder.

L is a housing at the rear end of the cylinder. it is in open communication therewith and is for the purpose of inclosing and protecting the crank-shaft end of the piston rod. At the bottom it has base flangcsl adapted to bee upon suitabl supports and perforated for the passage of anchor bolts.

The bottom of the housing consi; of, or rather, forms a drip-pan Z having a suitable drain opening. llorizontnltlanges or Webs L, L extend, horizontallyalong the sides of the housing, and these serve not only the purpose of strengthening the structures, but one of them L, also serves a means for the attachment of some of the working parts, to which end it is provided with suitably disposed perforatibns.

The side Walls of-the housing are pro: vided at back with outwardly projecting lugs M which liein the some vertical plane receive securing nuts a. Each of the members N has sphero-segmental bosses N which surround the openings through which the bolts pass, respectively, and the lugs M have complementary sockets in which said bosses fit, so that the two members may be brought to perfect alinement.

NVith the exception of the exhaust-valve casing C, the inlet-valve casing D, and the members of the crank-shaft hearing, all of the parts above described are made of an integral casting and this is of great importanceand advantage in the accurate building of the engine. It insures compactness, simplicity, economy and accurateness in construction. By the use of modern automatic machinery there is no chance for inaccuracy in the location of any of the cardinal features of the frame work, and in addition, there is not a multiplicity of parts secured together by bolts or equivalent devices which are not only apt to, but bound to-become loose and throw the machine out of order.

What I claim as new and desire to secure by Letters Patent is:

1. Anengine frame having a cylinder, a tubular part below the cylinder, providing a bearing for the shaft of the driven gear wheel, a tubular part above the cylinder providing a bearing for the shaft of the valve lever, and a tubular part, also above the cylinder, providing a bearing for the cam-shaft.

2. An engine frame having a cylinder, av

tubular part below the cylinder, providing a bearing for the shaft of the driven gear wheel, a tubular part above the cylinder pro viding a bearing for the shaft of the valvelever, and a tubular part, also above the cylinder, providing a bearing for the cam-shaft, all of said parts being integral. whereby the several bearings are permanently fixed in their relations to each other.

3. An engine frame having a cylinder, a

tubular part below the cylinder, providing a bearing for the shaft of the driven gear wheel, said tubular part being extended or projected, on one side of the cylinder, and a tubular part above the cylinder and extending or projectin beyond one side of the cylinder and providing a bearing for the cam-shaft.

4. An engine frame having a cylinder, a tubular part providing a bearing for the shaft of the driven gear wheel, a tubular part providing a bearing for the shaft of the valve lever, and a tuloular part providing a bearing for the cam shaft, all of said tubular parts lying transverse to the cylinder and being integral therewith.

An engine frame having a tubular part providing a bearing for the shaft of the driven gear wheel, and tubular part providing a bearing for the cam shaft, each said tubular parts lying transverse to the cylinder and extending or projecting from one side thereof and both of said tubular parts being integral with the cylinder.

6. An engine frame having a cylinder, a housing at the rear end of the cylinder, the side walls of the housing being provided with sphero-segmental sockets, tubular members providing a bearing for the crankshaft, said members being provided with complementary sphero-segmental bosses occupying said sockets, and means for securing said members to the side walls of the housl. An engine frame having a cylinder, a web extending upward from the cylinder, a tubular part carried by said web, said tubular part being located above the cylinder and providing a bearing for theshaft of the valve-lever, a part located adjacent to said web and having a duct communicating with the interior of the cylinder, said parts being integral and affording mutual support to each other.

8. An engine frame having a cylinder, a tubular part below the cylinder, providing a bearing for the shaft of the driven gear Wheel, aweb projecting downward from the underside of the cylinder and having a supporting foot and a vertical Web extending from the web last aforesaid, to said tubular part and joining them together, said web being integral with and longitudinal with respect to the cylinder.

9. An engine having a cylinder, a housing at the rear end of the cylinder, a horizontal web or flange projecting fromthe sides of the housing, the flange on one side of the housing having means for supporting some of the working parts ofthe engine. 10. An engine frame having a cylinder, a tubular part below the cylinder, providing a bearing for the shaft of the driven gear wheel, a tubular part above the cylinder providing a bearing for the shaft of the valvelever, a tubular part also above the cylinder providing a bearing for the cam shaft and a combustion chamber located at one end of the cylinder and in internal communication therewith, all of said parts being integral.

11. An engine frame having a cylinder, a tubular part below the cylinder, providing a bearing for the shaft of the driven gear wheel, a tubular part above the cylinder provid ng a bearing for the shaft of the valvelever a tubular part, also above the cylinder providing a bearing for the cam shaft, a

combustion chamber lociited at one end of supporting foot and a vertical iv'veb extend ing from the-Web last aforesaid, said web 10 being longitudinal With respect to the ey'lin cler, all of said parts being integral,

'LA VERNE-W. NOYESI Witnesses L. C. WALKER, f F. L. DOLE. l 

